Fluid pressure engine



Nov. 18, 1941. P, PRoclssl 2,262,953

FLUID PRESSURE ENGINE Filed NOV. 25, 1940 INVQNTOR: Feier Prac ssl @ibn/74 76` afg@ Patented Nov. 18, 1941 UNITED -sTATEs PATENT IOFFICE FLUID PRESSURE ENGINE Peter Procissi, Chicago, Ill.

Application November 25, 1940, Serial No. 367,033

Claims.

This invention relates to iiuid pressure engines, and more particularly those of a high speed type, and especially to those that have no crank shaft.

Generally stated, the object of the invention is to provide a novel and improved construction whereby a crankless transmission is provided between a reciprocating piston and a rotating drive shaft, of such form that the rotation of the drive shaft will be of high velocity, but with practically a minimum of reciprocation of the piston for the torque and speed given the drive shaft.

It is also an object to provide certain details and features of construction and combinations tending to increase the general efficiency and desirability of a crankless engine transmission of this particular character.

To the foregoing and other useful ends, the invention consists in matters hereinafter set forth and claimed and show-n in the accompanying drawing, in which- Fig. l is a vertical section of an engine involving the principles of the invention.

Fig. 2 is a side elevation of the piston and piston rod of one of the bevel gears shown in Fig. 1 of the drawing.

4 Figs. 3 and 4 are side elevations of the piston rod in the nature of diagrams showing the two separate grooves of the piston rod.

Fig. 5 is an enlarged detail fragmentary view showing a detail of construction.

As thus illustrated, the invention comprises the cylindrical cylinder I of an internal combustion engine, with a reciprocating cylindrical piston 2 therein. While the invention is thus shown as an internal combustion engine, it will be understood that the said piston could be driven by steam or compressed air or any other fluid pressure.

Said piston is rigidliy secured to the upper end portion of a cylindrical piston rod 3, the lower end of which slides up and down in the cylindrical chamber 4, depending from the under side of the gear casing 5 that is secured to the bottom or lower end of the said Cylinder. The said vertically reciprocating piston rod is held against turning by a square rod 6, or a rod of other formation, that extends downwardly in a similarly shaped chamber in the upper portion of the piston rod, whereby the piston and said rod are prevented from rotating about a vertical axis. Said piston rod has an oil duct 1 whereby oil from the chamber 4 may be forced upwardly and out of the ports 8 into the chamber of the cylinder. In addition, the outer cylindric surface of -said piston rod 3 has an endless spiral groove 9, and a second endless spiral groove I0. These grooves are shown more or less diagrammatically, but in actual practice it will be understood that they are curved and that they extend spirally around the piston rod, for the latter is cylindrical externally thereof.

The two bevel gears II and I2 are mounted on the horizontal drive shaft I3, and for that purpose are supported by suitable bearings on the casing 5, in the manner shown in Fig. 1 of the drawing. These two gears are both rigid with the said drive shaft. Engaging said gears are the relatively small bevel gear I4 and the relatively large bevel gear I5 on the piston rod. The gear I5 has a pin I6 that engages the groove 9 previously mentioned, and the gear I4 has a pin II that engages the groove I0 previously mentioned. The driving power of the engine is from gear I5 to gear II, at a ratio of, say, two to one, whereby the shaft I3 will rotate approximately or substantially twice as fast as does the said gear I5 from which the power is derived. When the piston travels upwardly, the power transmission is from the gear I2' to the gear I4, at a ratio of, say, one to one, substantially,

and it will be understood that it is the momenf tum of the fly wheel (not shown) on the drive shaft I3, that keeps the engine transmission moving during the return stroke of the piston. But various ratios could be used, for said gears, depending upon circumstances, and the invention is not limited to any particular ratio. With this construction, when the piston 2 is forced downward by fluid pressure, as by the explosion in an internal combustion engine, the pin I8, in engagement with the groove 9, causes a rapid rotation of the gear I5, with the result that the drive shaft I3 is rotated in the manner set forth. When the pin I6 reaches the lower endof the groove 9, the fly wheel and drive shaft, and the gear I2, then function through the gear I4 to cause the piston rod and piston to move upward.

Attention is particularly directed to the `fact that in accordance with the present invention the piston rod 3 on the down or power stroke causes rotation of the gear I5 for rotating shaft I3. In other words, the transmission ofpower occurs by virtue of impingement of the upper surface ofthe groove 9 upon the pin or cam follower I. Thus, the slot or groove 9 provides an upper or cam surface extending along or axially of the rod member 3 but having a predetermined relatively acute angle of inclination with respect to the axis of the rod. Accordingly, therefore, in acting against the pin I6, the cam surface exerts amajor component of force against the pin IB in a direction normal to the axis, or in other words, in such a direction as to tend toy rotate the gear I5, a minor component of force being applied in a downward direction. This, therefore, assures ready rotation of the gear I5 free from binding stresses.

On the other hand, it is to be noted .that the pin or follower 'I'I on `the gear I4 engages with a cam slot I 0 which has a relatively greater angle of inclination with respectto the axis of the rod 3. The slot I0, accordingly, provides what are in effect spiral cam surfaces coacting :with the follower I1. Attention is specifically drected, however, to the fact that were the present II) and the follower II for transmission of power on the downward stroke, a'relatively decreased' ratio :between the lateral vand the :downward `components of driving force would result. That is to say, the component of force tending to rotate the .gear riz4pby virtue .of impingernent of the cam slotshoulder portion upon *.thevpin ITI issubstantially :decreased .due toithe .increased angle of inclination .of the slot. ionversely, however, upon return of the piston :and 'piston rod etoward upward .positionunder therinuence of rotation of fthe shaft il 3, .the ulti-mate 'function'.is not rota- Vtion .of vgears Hand 1:5, ibut that vof effecting longitudinali movement :of ithe reciprocating parts. It will he .evident .from the foregoing that herein theexhaustion of :a surnstan'tal .component axially of .the reciprocating .members is .of .prime importance 'and it -is at .this .time that the coacting spiral cam groove :I0 .and follower I'I prevent `the important `function.

short, the lpresent .invention contemplates particularly .the provision of va `:plurality of iriclined .or ,cam surfaces, .one .adapted particularly to facilitate rotary y'movement ofone of the gears when the lengine .is :ion v.its power .stroke .and vthe other adapted .toftransmit substantial axial forces to fthe reciprocating Lpar'ts when yon'their return stroke. Applicant has .accordingly `discovered that a groove designed favorably to efficient creation of .rotary movement Vin .response to the powerstroke of;a reciprocating lmovement is not properly :adapted to retransform rotary movement into :reciprocating .-movementon the reverse stroke-lof the parts. Accordingly,'therefore, there have been .provided :means :for .performing each the piston. The power ofthe engine is thus.

exerted intermittently to perform work, but the powerful down stroke of the piston will rotate the drive shaft and the fly wheel at such high velocity that there will practically be no slackening of the speed of the transmission of power and motion to do the required work, such as driving an automobile, a motor-boat, or anything else. The speed of the engine can be increased by using grooves of different lengths or shapes, and by using different ratios ,for the` gears, and if desired, a step-down gear transmission can be :used'between the drive shaft I3 and the driving axle of an automobile or other machine. In any v machine dependent upon the coaction 1of thefslo't of these .functions in zthe .most efficient manner.

.Attention is :moreover particularly directed` to theifactfthat gear Vratios :between gears I5 and 'IYI and i4 .and I12 'are `selected :in accordance with the ratio of :rotation between the -gears SI5 and `I4. respectively and .the timed reciprocation fof thelrod .3. In other words, inthe embodiment shown, .gea-r I:5 rotates .once for every upward or downwardstroke of thefengine whereas 'gear yI4 in the same interval rotates '.twice. Accordingly, therefore',v gear If' :is connected to shaft .I3 through a two to one gear ratio `whereas gear I4 is connected to the same shaft'by a yone to `one gear ratio. In other words, it will 'be seen from the foregoing that the 'gear ratios .are inversely selected so that shaft I3 operates in timed relation tof'the rod 3 througheither of the dual drivingconnections. 'Of course, the four ybevel gears all rotate at V.predeterrnined xed speeds, in unison, but theyr .take :turns at transmitting the power, 'rst from the .piston to the A"drive shaft and :ny wheel, :and then from n'the 'latter fback to event, .theextremely high speed and high velocity .0f the engine drive will tend to economize in the use of fuel for the engine, or in the use of fluid pressure of .any kind. As there is no crank shaft,

there will `be no off-center vibration of any kind whatever.

desired, afshoe .I8 can be pivotallymounted on the nin zl or. .on A,the pin Il, the shoe being elongated lengthwise .of the groove in which it travels. This is shown very clearly in Fig. 5 of thedrawing.

iIft will :also be .seen that the Igears I4 and I5 areisupported vbyntheeears II and :I2 on the drive shaft. AIn addition, it will be seen that lubricating oil is free to drain back from' the interior of the cylinder into lthe gea;` casing, and from vthe latter into .the .depending 'chamber 44 that forms a re ceptacle for said oil, ducts or openings beingprovided r,for this purpose inthe cylindercasing and in .the .gear casing, as shown very clearly in Fig. 1 ofthe drawing. l

It will also be understood, of course, that the piston 2 need not be rigid with the piston rod 3, but may be loose ythereon if desired, and supported .by ashoulder .-I S formed on the piston rod. In -other words, the important thing is that'the piston rod be held against rotating about aver tical axis, vbut there is va choice of whether the piston shall be rig-id with the piston rod, or whether it shall' be free :to rotate thereon.

`Of course, '1t-will `be understood that lthe piston rod is made of steel hard enough to prevent anyy appreciable .or yperceptible wear in the grooves, and that `for the same purpose the pins I6 and I'I vare also made of -steel :of the necessary hardness andfother qualities Ato Aprevent Vthem from breaking and to prevent themgfrom wearing, for with properly arranged lubrication, with the right kind of lubricating oil, there should ybe no appreciable f said piston, .a r-driveshaft, and means lcomprisn ing =two bevel gears ionisa'id piston rod and two bevel `.gears on said drive shaft `for .converting the power stroke .of "the piston into rotation of the fdr-ive shaft, and for then .converting lthe mo` mentum'fo'f `thefdrive shaft and anything there-r on finto power ffor feiecting the .return Ystroke @of said piston, j

2. A structure as specified in claim 1, said piston rod having one endless spiral groove for engaging a portion of one bevel gear on the piston rod, and having another endless spiral groove for engaging a portion on the other bevel gear on said piston rod.

3. A structure as specied in claim 1, comprising means for preventing said piston and piston rod from rotating about the axis thereof.

4. A structure as specified in claim 1, the gears on the piston rod being supported by the gears on the drive shaft.

5. An engine comprising a reciprocating member and means to apply driving power to said member in one direction of reciprocation, a driven l shaft, and means for operatively interconnecting l said member to said shaft in driving relation comprising a pair of cam surface means associated with said member and inclined with respect to the axis of movement thereof, one lcam surface means making a relatively acute angle of inclination with the said axis of movement for effecting efficient rotation of the shaft on the power stroke and the other of said cam surface means making a relatively less acute angle for effecting efficient movement of the reciprocating member on its return stroke.

6. In an engine comprising a reciprocating member and means to apply driving power to the member in oney direction of reciprocation, a driven shaft and means operatively interconnecting said member and said shaft in driving relation comprising a driving surface inclined with respect to the axis of movement of said member and operatively connecting said member and said shaft for movement in predetermined timed relation, a second drivingv surface inclined with respect to the axis of movement of said member and operatively connecting said member and said shaft for movement in predetermined timed relation, one of said driving surfaces making a substantially more acute angle with respect to the axis of movement of said member than the other of said driving surfaces.

'7. In an engine comprising a reciprocating member and means to apply driving power to the member in one direction of reciprocation, a driven shaft and means operatively interconnecting said member and said shaft in driving relation comprising a driving surface inclined with respect to the axis of movement of said member and operatively connecting said member and said shaft for movement of said shaft in predetermined timed relation on the power stroke of said reciprocating member, a second driving surface inclined with respect to the axis of movement of said member and operatively connecting said member and said shaft for predetermined timed reciprocation of said member in response to rotation of the shaft on the return stroke, one of said driving surfaces making a substantially more acute angle with respect to the axis of movement of said member than the other of said driving surfaces.

8. In an engine comprising a reciprocating member and means to apply driving power to the member in one direction of reciprocation, a driven shaft and means operatively interconnecting said member and said shaft in driving relation comprising a driving surface inclined with respect to the axis of movement of said member and operatively connecting said member and said shaft for movement of said shaft in predetermined timed relation in one direction of movement of the reciprocating member, a second driving surface inclined with respect to the axis of movement of said member and operatively connecting said member and said shaft for predetermined timed reciprocation of said member in response to rotation of the shaft in the other direction of movement of the reciprocating member, one of said driving surfaces making a substantially more acute angle with respect to the axis of movement of said member than the other of said driving surfaces.

9. In an engine comprising a reciprocating member and means to apply driving power to the member in one direction of reciprocation, a driven shaft and means operatively interconnecting said member and said shaft in driving relation comprising a driving surface inclined With respect to the axis of movement of said member and operatively connecting said member and said shaft for movement of said shaft in predetermined timed relation on the power stroke of said reciprocating member, a second driving surface inclined with respect to the axis of movement of said member and operatively connecting said member and said shaft for predetermined timed reciprocation of said member in response to rotation of the shaft on the return stroke, one of said driving surfaces making a substantially more acute angle with respect to the axis of movement of said member than the other of said driving surfaces, both of said interconnecting means being constructed and arranged to conv neet said shaft and said reciprocating member in substantially the same timed relationship.

k10. In an engine comprising a reciprocating member and means to apply driving power to said member in one direction of reciprocation, a driven shaft and means operatively interconnecting said member with said shaft in driving relation and comprising a cam surface disposed at an angle inclined with respect to the axis of movement of said member and follower means rotatable by said cam and connected to said shaft for rotation thereof on the power stroke of the `reciprocating member, a second cam surface disposed at a relatively greater angle of inclination with respect to the axis of movement of said member and associated with a second rotatable follower connected to said shaft and operative to shift said member on its return stroke in response to rotation of said shaft.

PETER PRQCISSI. 

